A Deep Dive into the Royal Air Force Museum, Hendon

Ad: This forum contains affiliate links to products on Amazon and eBay. More information in Terms and rules

What is the history & details of the privately entered D.H. Hornet & F-82?
 
special ed said:
What is the history & details of the privately entered D.H. Hornet & F-82?
Click to expand...

Hi Ed, I can't tell you anything about the individual aircraft, but I can give you a bit about the pilots, which might help. The Hornet was a Mk.III and it was to be flown by American Capt Chalmers "Slick" Goodlin, who you probably know a lot more about than I do. How he came to getting his hands on a Hornet I don't know, but by 1953 the RAF was winding down its Hornet operations and the type had already been seen at British air races by then. It appears from the info I have on the Hornet, two books, that none received civil registrations except one in Canada, so it might have been still in RAF service, but not allocated to a squadron. By 1953 the F.IIIs were the last Hornets in RAF service and most were over in the Far East.

As for the F-82, it was to be flown by Maj H I Hill and J L Dyer, but again, I have no information on the aircraft. By October 1953 the type had been withdrawn from frontline service though.
 
Thanks for the research. I didn't think any Hornets became civilian owned. The F-82, if civilian, is new to me also. If they both were civilian owned, I wonder what happened to them. New things to search. Thanks again.
 
special ed said:
Thanks for the research. I didn't think any Hornets became civilian owned.
Click to expand...

No worries Ed. The Hornet, it appears was regularly entered into air races whilst with the RAF and the usage of such is a little blurred, especially in this case. What was a former USAF/Israeli Air Force pilot doing flying an RAF fighter in an international air race with already official RAF representation? There's precious little info out there, but as mentioned, the RAF was gradually withdrawing the Hornet from frontline service before 1953...
 
We are now going to examine four of the RAFM's 'Classic Hits'; four Battle of Britain veterans each with their own stories to tell, so let's get to it. It's worth mentioning that the aircraft we are looking at were all a part of the Air Historic Branch collection and in 1998, at the stroke of an administrative pen formerly became a part of the RAFM collection.

We begin with Messerschmitt Bf 109E-4/B Wk Nr 4101. Completed by Erla Machinenwerk, Leipzig in September 1940 and ferried from Leipzig-Mokau to Jena-Rötzen, then from Jena-Rötzen to Köln-Ostheim on 4 September, flight time 50 minutes. Its radio call sign (Stammkenzeichen identifyer) was GH+DX. The next day it was sent to Pihen les Guines at the very northern tip of France in the Pas de Calais area, where I/JG 51 was based at the time. Modified to carry a single 250 kg bomb, it served with 6/JG 52 at one stage, but then went to Wissant with 2/JG 51, with whom it carried out its last sortie with the Luftwaffe. On 27 November 1940, 21 year old Lt Wolfgang Teumer flew it from Peuplingues in the Pas de Calais area on a Jabo sortie over Kent, but was intercepted and was one of six Bf 109s shot down that afternoon. The honours went to Flt Lt George Christie flying a Spitfire of 66 Sqn based at Biggin Hill. DoRIS at the RAFM has the original combat report, as it does most surviving RAF combat reports and it details the pursuit;

"11 Spitfires left Biggin Hill to patrol base at 15,000 feet at 1515 hours with 74 Squadron, 66 leading. Flt Lt Christie DFC (Green section) left squadron on sighting aircraft diving down over Chatham; he caught it up and found it to be an Me109 which flew away. He chased it, caught up, passing to the east of Margate. At about 600 feet he made 4 or 5 attacks. First - astern, 2 - deflection from port side, 3 - starboard side, and then another astern.

Aircraft then turned towards shore so he ceased fire and flew covering his enemy in a very open vic position flying to Manston where EA landed with wheels up. The ground defences fired at EA when he was obviously landing, and when Flt Lt Christie was circling drome fired at him when he had his wheels down preparatory to landing, and put a bullet through his wing. He landed at base at 1715 after landing at Manston alongside the Bf109. Cloud 1 /10 at 1,500 feet."

Teumer became a POW and had the following to say about the incident;

"I flew the aircraft right down and tried to get away from the enemy aircraft, then over the county of Kent I was hit... I got involved in aerial combat over London. A British machine got right behind me and I was hit in the radiator."

He was released in 1946. At the time, Teumer's Bf 109 was carrying a 250 kg bomb, which was jettisoned over the Thames Estuary before he was shot down.

RAFM 109

Following its shootdown, the aircraft was taken to an aircraft dump at Faygate, between Horsham and Crawley, West Sussex, but was recognised for its complete state and someone decided it should be rescued for evaluation, the repair work done by Rolls-Royce at Hucknall. Subsequent investigation found that the complete aircraft, after refurbishment at RR comprised of bits from a number of different Bf 109s, including the fin and tail unit from Bf 109E Wk Nr 6313 of 4/LG 2, the top cowl is marked "1653", the cover in front of the windshield comes from Wk Nr 4010, the starboard wing from Nachbau BFW built Bf 109E Wk Nr 1418. The port wing is from a Fieseler built aircraft, but no Wk Nr is visible. Propeller blades and two spare DB engines were acquired from RAE Farnborough. At this time, the aircraft was sprayed in RAF Dark Green/Dark Earth upper disruptive camouflage with Yellow undersides and given the serial DG200.

At this time it was flown by RR test pilot Harvey Hayworth, who was over six feet tall at the time and to accommodate this, its canopy roof was removed and it was flown as a convertible (!). There are images of it in flight in this configuration. When this took place the canopy was mislaid and never seen again, which warranted replacement, a later model Bf 109 heavy framed canopy was fitted at one stage, and post-war, it was fitted with the late model G-6/K variant type canopy, better known as the Galland hood. In February 1942, sans hood it was delivered to de Havilland for evaluation of its C/S prop, but in March 1942 it went to Boscombe Down, then to 1426 Enemy Aircraft Flight at Duxford, following which it became a frequent sight at air bases across the country throughout 1942 into 1943. During this time it was fitted with a DB engine from a Bf 110C-2. Its movements go dark throughout the rest of the war as it became less relevant, but by 1947 it had been allocated to the Air Historic Branch at RAF Stanmore Park and was dismantled and stored in a crate.

RAFM 110

Over the next ten to 20 years it took part in various displays, including one at Horse Guards Parade in central London and was subsequently moved about various RAF bases, until it found itself at St Athan, Wales. At this time it had the Galland hood fitted, which it retained for the better part of the 50s and 60s, until it was fitted with the canopy from Bf 109G-2 Wk Nr 10639, better known as Black 6, which is now reunited with its canopy and is on display at RAFM Cosford. While at St Athan it was repainted in its current colour scheme and was put on public display at Hendon in 1976 in the "Wings of the Eagle" exhibition of Axis aircraft within the AHB collection held by the RAFM, returning to St Athan after the exhibition's closure. By this stage it had been fitted with a replica hood made for the feature film Battle of Britain and Black 6 got its hood back. Less than two years later it was on permanent display at Hendon within the newly opened Battle of Britain Hall. While this was being refurbished to become the main entrance to the museum, the aircraft was moved to its current location in the centre of the Historic Hangars at the entrance to the Bomber Command Hall. It was placed next to its fellow BoB Hall survivors.

RAFM 112

Next, the Bf 109E's famous adversary during the summer of 1940, a contemporary example of the Supermarine Spitfire Mk.I. This aircraft is X4590 completed by Supermarine in June 1940, although peculiarly it was discovered as late as 1995 that its port wing is dated 11 March 1938 with a stamp from Pobjoy Aircraft Ltd on it. In September 1940 it was taken on charge by the RAF and was allocated to 609 (West Riding) Sqn, Aux AF (if you are wondering why I'm excluding the "Royal" from the Aux AF title, it's because the auxiliary units didn't receive their royal charter until after the war's end). Its first operational sortie took place on 10 October 1940 with Plt Off S.J. Hill at the controls, who was the aircraft's regular pilot over the next 20 days. On the 21st, Hill claimed a share of a Ju 88 that was taking part in a raid against the Gloster aircraft works at Brockworth, which was building Hurricanes at the time. Caught at extreme low level after strafing Old Sarum airfield, the Ju 88 was pursued until it crashed and exploded at Manor Farm Field, Blackbush, Milford-on-Sea. Its four crew were killed. This aircraft, Ju 88A-5 Wk Nr 8116 of 1/KG 51 was 609 Sqn's 100th kill.

Four days after the pursuit, X4590 was damaged when its pilot, Plt Off J Curchin landed with its undercarriage up. Three weeks later it was returned to frontline service with 609 Sqn, being flown by a couple of different pilots, although on 28 November, Plt Off Hill was back in the cockpit. In February 1941 the aircraft went to 66 Sqn at Exeter, the unit having swapped its Spitfire IIs with 609 Sqn Mk.Is, peculiarly. Perhaps someone here can elaborate why? In April 1941 it went to 57 OTU at Harwarden and by July it had been allocated to 303 Tadeusz Kościuszko Warsaw Sqn based at Speke, Liverpool, at the time the famous Polish squadron was tasked with defending the Mersey area. This didn't last long, as a few days later the aircraft was declared obsolete and was disposed of from frontline service, heading north to Scottish Aviation at Prestwick for work. For the rest of the war it inhabited a couple of OTUs and MUs, suffering a few accidents at the hands of clumsy pilots and in August 1944 was earmarked for preservation with 52 OTU at Cardiff. Interestingly, the RAFM's other Mk.I Spitfire K9942, Hurricane I P2617, which we'll see soon, Boulton Paul Defiant N1671 on display at RAFM Cosford, Spitfire Ia R6915 at the IWM Lambeth and the Science Museum's Spitfire I P9444 and Hurricane I L1592 were all with 52 OTU at this time.

RAFM 113

In the late 1940s it was a part of the AHB collection at RAF Stanmore Park, where it joined the Bf 109 previously mentioned, and both went on display at the Horse Guards Parade display alongside each other in 1954, which was an echo of things to come, as the duo were destined to spend the next 70 years in each other's company. In 1961 it was appropriately decorated in 609 Sqn wartime colours as PR*F and over the next ten years moved around the country to air events and store houses until reaching Henlow in 1972 as a part of the RAF Museum's collection. Despite this it wasn't to go on display at Hendon until 1978 and the opening of the Battle of Britain Hall, where it was placed in a revetment display next to Hurricane I P2617, displayed across the room from Bf 109E Wk Nr 4101 again. Before this time, the aircraft had a short stint on gate guard duty at RAF Finningley for two years, but when that base closed in 1976, it went to RAF Cosford and was placed on display at the Aerospace Museum there. Now, of course, with the refurbishment of the Battle of Britain Hall, it finds itself next to its old foe-in-arms, Wk Nr 4101 in the Historic Halls at Hendon.

RAFM 114

Now, the most intriguing member of our Battle of Britain quadrangle, Fiat CR.42 MM5701. The exact dates of construction and service of this particular airframe are unknown, but what is known was that the first production machines were completed in the Spring of 1939 and entered service with the 53rd Stormo, at Mirafiori, Torino. By the time that Italy had declared war on Britain on 10 June 1940, MM5701 was serving with 95 Squadriglia of the 18th Interceptor Fighter Gruppo, 56 Stormo based at Novi Ligure Airfield, near Pozzolo Formigale in Italy's north west. Following the declaration of war, the unit's CR.42s were regularly mixing it with French fighters. In September 1940, The Corpo Aereo Italiano was formed, comprising some 200 RA fighters and bombers, and in early October, 56 Stormo and its CR.42s transferred to Maldeghein, today Maldeghem, Belgium to begin offensive operations against Britain. At the time, sharing the base with Luftwaffe units, the men of which were none too pleased by the presence of their erstwhile Allies, gave 56 Stormo the Luftwaffe designation 18/JG 56. The CAI's first operation took place on 24 October; a month later its largest daylight bombing operation, comprising ten Fiat BR.20s and 40 escorting CR.42s, including MM5701, against the port of Harwich. It was to be an inauspicious day for the Italians, as three Br.20s and two CR.42s were shot down by the RAF for the loss of no RAF fighters at all. A third CR.42 suffered engine issues and landed on the shingle beach at Orfordness, Suffolk - this was MM5701.

Piloted by 23 year old Sergente Pilota Pietro Salvadori, while on-route to Britain MM5701 suffered an oil line failure, which caused its engine to run hot. Salvadori struggled to keep up with the formation and realising that his aircraft was in no fit state to fight, decided to land in England. Apparently, on capture he expressed his pride in doing so on the hard surface, the aircraft suffering minor damage only, but also expressed how he was relieved to be out of the war. He did not like being in Belgium, he hated the weather, the food and the Germans! After the war, Salvadori re-entered the reborn Aeronautica Militare Italiana as a fighter pilot, flying F-84G Thunderjets, but sadly he was killed in an accident in 1953.

RAFM 116

Following its recovery from Orfordness, the stricken Fiat was taken by road to Martlesham Heath, where it was prepared for flight. On the 27th it was flown to Farnborough with an escort of a Hurricane as it was still in Italian markings. While at Farnborough with the RAE it was repainted with British roundels and assigned the serial BT474. In April 1941 it was delivered to 1426 Flight, Air Fighting Development Unit at RAF Duxford, where it was placed into mock combat with RAF and RN FAA aircraft, including against a Hurricane, Spitfire, Martlet, Fulmar and Albacore. By October 1942 1426 Flt had finished with the aircraft and it was allocated for disposal, with the AHB requesting its saving for preservation as the first Italian aircraft captured by Britain of the war. It and fellow wartime acquisition Bf 109 Wk Nr 4101, by this time DG200, also with 1426 Flt were spared for preservation and packed into storage crates. At this time its movements match those of the previous two aircraft mentioned in this post, it went to 52 MU at Cardiff in November 1944 and by the late 1940s was in store with the AHB at Stanmore Park.

RAFM 118

Moving about through the '50s and '60s, by 1964 it had been reassembled at Biggin Hill for display purposes, still wearing its RAF roundel and serial. In 1968 it went to St Athan and five years later after display at various airshows and events underwent a static restoration, being returned into its 95 Squadriglia, 18 Gruppo, 56 Stormo unit markings, although there have been criticisms of the depiction of its RA colour scheme applied at this time. In 1978, the aircraft was shifted to Hendon to go on display next to its former friends and foes from 52 MU in the Battle of Britain Hall. It joins them in the Historic Hangars to this day as a unique survivor from the time.

RAFM 119

Our last entry for this rather lengthy post is Hawker Hurricane I P2617. Completed by Gloster at Brockworth in January 1940, P2617 rolled off the production line with a Rotol constant speed propeller and all-metal wings, both of which were introduced onto the Hurricane production line in mid to late 1939. After the usual round of testing for service, the aircraft entered the RAF with 615 (County of Surrey) Sqn, Aux AF. Following this unit allocation it was swiftly sent to France, to Vitry en-Artois Airfield in the Pas de Calais area of northern France as a part of the British Expeditionary Force. At the time, 615 and 609 (County of Durham) Sqn Aux AF were pooling aircraft and P2617 was listed on that unit's books while it was in France, too. Moving to Aberville in late April 1940, the two units and their Hurricanes went into action on the first day of the German invasion on 10 May. Ten days later the units were given the order to abandon France, although on the 20th P2617 flew two sorties before flying to Croydon. At the time, 607 Sqn had claimed 72 enemy aircraft, with 56 damaged.

By the end of May the aircraft had been involved in an accident and was undergoing repair. Details on its history at this time are sparse, but it turns up at RAF Tangmere in September 1940, before going north to Prestwick, Scotland with No.1 (Canadian) Sqn, later 401 Sqn. On 20 November 1940 it suffered oil pressure failure, which necessitated a wheels up landing, repair from which by Gloster kept it on the ground until the end of March 1941. Following this accident, over the next few months, P2617 suffered two more accidents, the first in August and the second in September, neither of which attributable to pilot action, both involving mechanical failure. By this time the aircraft was operating in a training role as the Hurricane I's days as a frontline fighter were over.

RAFM 120

After passing through various flying training units and ground MUs, the aircraft was allocated for disposal and preservation by the AHB in April 1944, being sent to join our other wartime museum airframes at 52 MU at Cardiff in August that year. As with the other three aircraft it was packed away in a container and arrived at the AHB store at RAF Stanmore Park in the years following the end of the war. In 1951 however, P2617 and fellow Mk.I L1592, now on display at the Science Museum was unpacked and restored to running order for action in the feature film Angels One Five, alongside five borrowed Portuguese Air Force Hurricanes. It might have flown, but this can't be formally confirmed, although it is known to have taxied in the film. Five years later it was filmed in the Douglas Bader biopic Reach For The Sky, but in a static role only. In 1960 it had a prominent role in the presentation and laying up of 607 Sqn's Colours at Durham Cathedral, honouring its wartime squadron service. Once more, in 1967 it took part on a movie set as a taxiable airframe only, in the feature film Battle of Britain. Following its silver screen adventures, the aircraft was sent to 71 MU at Bicester, where it was overhauled for display in the new RAF Museum at Hendon, being placed within the Camm Hall area containing other aircraft from the Hawker stable on the museum's opening in 1972. It joined the previous three aircraft it shares floor space with in the museum's Battle of Britain Hall in 1978. Note that it wears a three-tone underside scheme, of White, Silver and Black.

RAFM 121

After that rather lengthy lot, that's it for today.
 
Last edited:
Great post and pics Grant.
Concerning the "swapping" of Mk.I and Mk.II Spits, it was fairly common practice for a Squadron that would be "rested" at that time ( i.e. probably posted to 13 Group), to "take over" the relieving Squadron's aircraft if these were older/more hours etc, leaving "newer" aircraft with the "new" Squadron. Therefore, if the "rested" Squadron had Mk.II's, and the relieving Squadron Mk.Is, the relieving Squadron would inherit the Mk.IIs.
This sometimes resulted in the relieving Squadron flying with the code letters of the "rested" squadron for a few days, sometimes longer, until the ground crews had time to re-paint the aircraft. For example, 56 Squadron flew the Hurricanes of (forgotten which) Squadron for at least a week during the BoB. This has often caused some confusion with historians, modellers etc over the years, when viewing period photos, as can be imagined !!
 
Airframes said:
Great post and pics Grant.
Click to expand...

Thanks Terry, and thanks for enlightening me about swapping aircraft between squadrons, it seemed interesting that the squadron got less capable aircraft than the ones it was originally equipped with, which didn't make sense at first.

Capt. Vick said:
Those RAF boys were so good they even shot down 3 Br.20's out of a total of 2 Br.20's on a raid!
Click to expand...

You know it! They were the best!
 
On with the show now I've finished my exams for the semester. A couple of RAF air defence fighters of a different era to the Battle of Britain, the 70s through to the 90s and a McDonnell Phantom FGR.2 and Panavia Tornado F.3.

Constructed in 1968 as a F-4M-35-MC variant, XV424 was delivered to the UK on 12 February 1969, having been flown to RAF Aldergrove across the Atlantic from the USA, officially joining the RAF the next day. In April 1969 the aircraft was allocated to 6 Sqn at RAF Coningsby, the RAF's first Phantom FGR.2 unit as a part of No.38 Group, Air Support Command as a strike/close support unit, with the squadron being declared operation in May 1969 with ten Phantoms. No.6 Sqn was the RAF's "tankbuster" unit, with the flying can opener as its emblem, which gained fame in the North African desert flying cannon armed Hawker Hurricanes. The unit operates the Typhoon now - the fast jet variant, not the... Anyway, XV424 saw service with a variety of RAF Phantom units throughout the rest of the 1970s, from 54 Sqn, back to 6 Sqn, 29 Sqn, 41 Sqn, Treble One Sqn and the Phantom operational conversion unit 228 OCU. Between the different units it operated as a fighter in the air defence rtole, as well as a strike recon aircraft. In March 1973 and May 1974 it suffered Cat 3R accidents, both repairable on site, the first following a bird strike during a low level sortie over Scotland. In August through September 1974 it was sent with 6 and 54 Sqn Phantoms to Cyprus, where is stood on alert during the Turkish invasion of the island. In April 1979 it became the first Phantom to receive the RAF's low-viz air defence grey paint scheme, but it wasn't to last. The aircraft is seen at Hendon in 56 Sqn air defence markings fitted with a typical warload of Sparrow radar guided medium range AAMs in their belly positions, Sidewinder short-range infra-red AAMs on wing pylons, with a SUU-23A gun pod on its centreline pylon. This had an M-61 Vulcan 20-mm rotary cannon in a self contained unit and really put the brakes on the Phantom when it was fired.

RAFM 123

In mid 1979, despite being the first RAF Phantom decorated in the new low-viz grey, the aircraft was chosen to be repainted in a commemorative scheme designed by aviation artist Wilf Hardy to honour 60 years since John Alcock and Arthur Whitten Brown made the first non-stop transatlantic crossing by air in a Vickers Vimy (now at the Science Museum, South Kensington) and the 30th anniversary of NATO. The scheme was a gloss Light Aircraft Grey all over, with red white and blue fuselage stripe that ran from a stylised Union Jack on the fin. Both XV424 and XV486 were so decorated, the former to make the commemorative flight and the latter the back-up aircraft. In these markings, on 21 June XV424 made a five hour, 40 minute flight from Goose Bay, New Foundland to Ireland (where?), piloted by Sqn Ldr A.J.N "Tony" Alcock, nephew of John Alcock, Flt Lt W.N. "Norman" Browne, who was a Buccaneer nav at the time and was bought in for the occasion. On board the Phantom on the flight was Alcock and Brown's (the Vimy crew) mascot, a small soft-toy cat named "Twinkletoes". In flight refuelling was provided by Victor K.2 tankers, through five refuelling stops. Four days later, the same crew and aircraft displayed at the International Air Tattoo at Greenham Common, which was, among other things commemorating 25 years of the Lockheed C-130 and saw examples from air forces around the world, including Argentina, Australia, and New Zealand attend. Cockpit shot as there is a viewing platform next to the aircraft.

RAFM 124

Backseater's hole.

RAFM 125

For the next few weeks the Phantom was with 228 OCU and was the RAF's solo display aircraft because of its flashy paint scheme, but it wasn't to last long, as by the end of November the aircraft had been returned to the low viz grey. Over the next 12 years the aircraft rotated between squadrons and received the F-4 fatigue life extension mods that enabled them to continue in service for the next few years, at RAF St Athan in 1987. Just over a year before its retirement from RAF service it received the 56 Sqn markings it wears today, with its red fin, a toned down version of the squadron's heyday with the Lightning, when its were the most brightly coloured of RAF fighters. It flew its last flight on 25 July 1992 and had been delivered by road to Hendon from Wattisham in November that year. It's interesting to note that at the RAFM Cosford there is a Phantom nose section, that of FG.1 XV591 decorated in the transatlantic commemorative colours, although it never wore those marking, which in hindsight is odd when one of the two aircraft that did is on display at Hendon. XV424 from the rear, showing off its big bore RR Spey exhausts, speed brakes extended, arrestor hook and folded wings, hangovers from its naval origins, the latter making storage in a museum context a little bit easier.

RAFM 162

Replacing the Mighty Phantom in RAF service was the Tornado F.3, the Air Defence Variant of the airframe that came to receive some derision from outside RAF circles because of its inadequate performance at altitude, leading one commentator to describe it as "The Boulton Paul Defiant of the Jet Age"! Damning with faint damning... The reality was that although it certainly lacked thrust at altitude and was no good in a turn at height because of its small wing area, being based on a mud mover airframe the F.3 could hold its own in a dog fight at med to low altitude with almost anything and it was a very strong, solidly built airframe. Its advantages were in its sophistication in the air defence role. It was a pure "Missileer" type interceptor with a true BVR capability and had a very decent radar/missile combination, Ferranti Foxhunter and Skyflash AAMs, with Sidewinders and a single 27-mm Mauser cannon for defence. In the early models, the F.2s earned the nickname "the Blue Circle Tornadoes" after the lump of concrete ballast in the nose, a snide commentary on British secret code names and the cement firm of the same name, because the radar was delayed. Nevertheless, the F.3 served with distinction, if not the fanfare or celebration that its predecessors the Phantom and Lightning did and a total of 194 were built, with exports to Saudi Arabia and Italy.

RAFM 127

This is F.3 ZE887, which was built in 1988, with its first flight in September that year from British Aerospace Warton. Its first official duties were serving with the A&AEE as a trials aircraft with BAe, not entering RAF service until May 1989. Its initial posting was with the F.3 OCU, No.229 at Coningsby for six months before being received with 43 Sqn, its nominal unit for much of its RAF career. It also saw transfer to RAF Leuchars, Fife, 43 Sqn's nominal home in August 1990. By late that year Saddam Hussein had decided to invade Kuwait and in 1991, ZE887 went to war in the Gulf in Operation Granby at the Saudi base of Dahran, where 29 and 43 Sqn pooled F.3s were known as The Desert Eagles. Between 17 January and 28 February, when ZE887 was active, it carried out intercept sorties but made no contact with Iraqi aircraft, returning to the UK in mid March. From April 1991 through late 1992 it served with 11 Sqn at Coningsby and was sent to the USA to take part in Red Flag 93/1 at Nellis AFB, Nevada. Throughout the next 13 years the aircraft served with the nominal ADV units, 5, 11, 43 and Treble One Sqns, appearing in commemorative 90 years of 11 Sqn markings in 2005. In 2007 it partook in Exercise Indradhanush, which was a joint force exercise with the Indian Air Force, which that year was held in the UK at RAF Waddington, which for the first time saw IAF Sukhoi Su-30MKIs and Il-78 tanker transports making their way to Britain. ZE887's black fin with 43 Sqn crest, motto and GF codes.

RAFM 126

By that time, the RAF was reducing the number of F.3 units and 43 and 56 Sqns and 228 OCU were merged and were based at Leuchars, where ZE887 became the sqn CO's aircraft, wearing the "GF" tailcode. This comes from the squadron's Latin motto "Gloria Finis" and it is tradition for the CO's aircraft to bear this. The aircraft received the black fin and spine that it wears today. In July 2009, 43 Sqn was disbanded and ZE887 went to Treble One Sqn, also resident at Leuchars until its retirement a year later, making its last flight in March 2010. It was dismantled and had vital components including engines and ejection seats removed, before delivery to Hendon in September that year. It is still missing engines, although there's one alongside it and another on display in the lobby, as y'all might recall.

RAFM 161

Our last aircraft for this post is a very Royal one, Westland Wessex HCC.4 XV732, which served with the Queen's Flight throughout the entirety of its career. Built by Westland Helicopters at Yeovil, Somerset in early 1969, XV732 was the penultimate Wessex built, its sister HCC.4 on the production line, the last Wessex built, XV733 was also configured for service with the Queen's Flt, replacing Whirlwind HCC.12s. Internally the aircraft were configured for their VIP passengers' status with a plush interior and an external step for ease of ingress and egress. Making its first flight in March 1969, the aircraft went to RAF Benson and was taken on charge in June. It's first royal duty was transporting the Duke and Duchess of Kent from Maidstone to Coppins on the 27th of that month, with an unfortunate incident on board when an exterior window fell out of its orifice and landed in the Duke's lap in flight. Over the next few days it ferried the Prince of Wales around, Prince Charles already having made an appearance here having flown Jet Provost XW323 during his flying training at RAF Cranwell. Whilst with the Queen's Flt, the aircraft were also commandeered for ministerial travel and on 3 August 1969 conveyed Prime Minister Harold Wilson from Chequers, the PM's official residence outside of Number Ten, to Mildenhall, Suffolk. A few months later, HRH The Princess Anne was ferried to Gas Rig Amoco B in the North Sea for an official visit - the first time a Royal had set foot on an oil rig, nowt like a bit of life experience... The high gloss finish of XV732 is evident and the museum keeps it polished and clean to match its status it held in service.

RAFM 128

Over the next decade, the Royal Wessexes saw increased usage as royal duties increased. In this time, both the Duke of Edinburgh and the Prince of Wales nominally flew themselves to their engagements from the cockpit to maintain proficiency. In August 1970, within days of each other, XV732 was called on to provide first response to stricken ships at sea. On the 13th, the aircraft was flown from Stornoway to the German fishing boat "Skagerrak", but the crewmember to be airlifted was dead on arrival and was not taken away. The RAF winch operator was given an award for bravery. Two days later it responded to a mayday call from the fishing boat Fairmorn, which was on fire and the helicopter located the vessel and radioed an escort for it, remaining nearby until help had arrived. In 1977, the Queen made her first flight in the aircraft during her jubilee year to the County Class guided missile cruiser HMS Fife, which was escorting HM Yacht Britannia to Ireland. In June 1984, the Queen and Duke of Edinburgh flew to Normandy to commemorate the 40th anniversary of Overlord, only the second time the Queen had flown aboard the Wessex, the other royals had made full use of it by that time. In 1995 the Queen's Flt was disbanded at RAF Benson and the two Wessexes went to No.32 (The Royal) Sqn at RAF Northolt. Three years later, XV732 made its last royal carrying flight ferrying the Duke of Gloucester from Northolt to IWM Duxford, a nice wee royal visit to the air museum at the taxpayer's expense. Its final flight was on 31 March 1998, having flown 10,949.25 hours. After four years in long term storage, XV732 was delivered for display at Hendon in March 2002. Its sister royal Wessex XV733 went to the Helicopter Museum at Weston-Super-Mare a year earlier.

RAFM 132

Next time, more rotorcraft.
 
I should continue with this... Next up is the big Bristol Type 192 Belvedere heavy lift tandem rotor helicopter. This rather peculiar looking beastie was designed by odd ball aircraft concept specialist Raoul Hafner, he of the Rotachute jeep with an unpowered autogyro style rotor, who had become Bristol's rotorcraft division chief designer. Powered by two Napier Gazelle turboshaft engines, the Belvedere was a transport helicopter designed for the RAF, which operated it for nine years only and of which only 26 were built. Only two complete examples survive, with a third undergoing restoration and a nose section surviving.

Built by the Bristol Helicopter Division at Old Mixon, Weston-Super-Mare, later a branch of Westland Aircraft Ltd, Belvedere HC.1 XG474 was completed in April 1962 and was immediately crated along with five others for transit to Singapore. On arrival in Singapore it went to RAF Seletar. On 8 June it joined 66 Sqn, which had become the Belvedere Trials Unit, originally formed at RAF Odiham equipped with eight Belvederes the previous September. Ten days later the aircraft had its first flight, which went off without a hitch. Unusual that it was not flown before it departed the manufacturer in distant Britain. A couple of months later the entire Belvedere fleet was grounded pending investigation into the fatal loss of one in Germany on 30 July. Details are sketchy, but apparently XG465 suffered an engine failure in flight and one of its rotor blades made contact with the fuselage. All six aboard were killed. In December 1962, XG474 was one of three Belvederes sent to the island of Labuan, Brunei following the Brunei Revolt, an insurrection against the British supporting monarchy, the insurgents, the North Kalimantan National Army demanding that Brunei align itself with the Federation of Malaysia. In defence against the rebels were British commandoes, who were led by Capt Jeremy Moore, who later led British land forces during the Falklands War. By the 17th, rebel resistance to the government had been quashed and a long period of mopping up began that extended until May, with the Belvederes providing medical and refugee evacuation and general transport duties. While on Borneo, in January 1963 the Belvederes were called on to provide flood relief as rainfall on Borneo had been exceptionally heavy, causing severe flooding. In April 1963, XG474 was rendered unserviceable because of cracks in its intermediate gearbox mounting structure, which kept it on the ground until June. This was the first of numerous issues the aircraft suffered with its engines, requiring an engine change in July. The Belvedere's a peculiar looking thing, that downward sloping stabiliser being an instant recognition feature.

RAFM 133

In August 1963, XG474 was sent to Sarawak, Borneo, which led to it aiding in the air lift effort in support of the confrontation with Indonesia. Remaining in theatre until December, when it returned to Singapore aboard the aircraft carrier HMS Albion. It remained in South East Asia only for a few months, as it was sent to the Middle East aboard the aircraft carrier HMS Centaur in May 1964. Its destination was RAF Khormaksar, Aden in Yemen, where it joined 26 Sqn and began operations in the Radfan region. This was in support of RAF operations against the National Liberation Front and the Front of the Liberation of Occupied South Yemen, who fought for an independent Yemen from British controlled South Arabia. This became known as the Aden Emergency, the British continuing with its avoidance of calling localised conflicts "wars", by giving them nouns like "Emergency", "Conflict", "Confrontation" etc. During that time, the aircraft was kept busy in supply operations, although the Belvedere fleet was grounded once more in November owing to another fatal accident, this time on 30 October 1964. XG463's front engine exploded in flight, causing the loss of the aircraft and its three crew. In April 1965, XG454 was sent in support of operations at Bayhan al Qisab in Western Yemen at the request of the local Sharif. The desert operations were harsh on the helicopter and it required a dual engine change that month. Trouble continued with the avpin starter, which resulted in its engine change in July 1963, the fluid causing repeated small fires aboard the helicopter (!). In May XG474 was sent back to Singapore aboard the Albion, rejoining 66 Sqn, but remained grounded at Seletar owing to vibration issues. Over the next few years its career settled into a routine of operations around the area, including detachments to RAAF Butterworth, Malaysia for extended periods. By 1969 however, Belvedere operations were coming to a close and 66 Sqn was disbanded on 20 March. In June 1969 at the behest of the unit's squadron leader, P.L. Gray, XG474 was earmarked for preservation and returned to the UK, departing in June aboard the Albion. On arrival it went straight into store at RAF Henlow, which was a repository for things for the proposed RAF Museum. In 1971 it was moved to the historic hangars at Hendon, which a year later opened as the RAF Museum. It's been there ever since.

RAFM 138

Another one of Hafner's products, the unassuming Bristol 171 Sycamore HR.12 WV783. Built in 1950 at Filton, WV783 was the third example of the HR.12 model, which was the last three of the first production batch of fifteen Sycamores built. Intended as a search and rescue airframe for RAF Coastal Command, the aircraft was fitted with an experimental winch and a large cut out fuselage door on the starboard side for easier ingress during air lift operations. As previous Sycamores had sliding doors in this place, WV783's was left open, but could be covered by a canvas flap that fitted in place when it wasn't in use. On 17 November 1950 the helicopter received the civil registration G-ALSP and was registered to the Bristol Aircraft Company, in whose hands it served as a demonstrator. Two years later in March 1952 its registration was cancelled and it became WV783 with the RAF. Details of its service are sparse, but it went to the Air Sea Warfare Development Unit (ASWDU) at RAF St Mawgan, Cornwall at the end of March 1952. This unit investigated the development and testing of maritime equipment, including aircraft, munitions and electronics and was equipped with an assortment of aircraft types, including initially Avro Lancaster maritime reconnaissance variants and Avro Shackletons, which it settled on for electronics trials. During the unit's lifetime it was moved several times between St Mawgan and RAF Ballykelly in Northern Ireland, its activities being kept away from prying eyes. What our little Sycamore did with the ASWDU is not publicised, but it spent three years with the unit. In 1955 it moved to the RAF Central Flying School's Helicopter Training Unit for a more humdrum existence at RAF South Cerney, Glos, which begun instruction on rotorcraft that year equipped with Westland Dragonflies and Sycamores. In 1961 the unit and its whirlybirds moved to RAF Ternhill in August 1961. Withdrawn from active flying sometime in the intervening years, in 1964 it received the maintenance serial number 7841M in April, which meant it was reduced to a ground based training aid. What became of the helicopter in the interim is not available at this time, but it eventually went to the RAF Museum in 1995. It is the second Sycamore in the collection, the first was HC.13 XJ918, which is a veteran of campaigns in South East Asia, such as Operation Firedog during the Malayan Emergency and "Confrontation" with Indonesia, becoming one of the last Sycamores to fly with the RAF when it was withdrawn in 1969. XJ918 is on display at Cosford, where it served as a ground instructional airframe for years. WV783 hemmed in between a Whirlwind and an Avro Rota at Hendon and wearing the emblem of the Central Flying School on its forward door; its canvas covered rescue exit door is evident aft of the forward door.

RAFM 129

Next, the peculiar Avro C.30A Rota K4232. As we know, Spanish inventor Juan de la Cierva had invented the autogyro and had encamped in the UK at Southamption with his company the Cierva Autogyro Company Ltd, which was financed by Scottish industrialist James 'Jimmy' Weir, of Weir Pumps Ltd, Cathcart, Glasgow. At the time, Cierva didn't undertake construction of the autogyros himself, contracting out the patented concept to other manufacturers who put their own spin on the design, including Avro and de Havilland, and of course Jimmy Weir, whose firm also built its own autogyros, one of which, the W-2, Weir used as a day-to-day runabout. The W-2 is the only surviving Weir autogyro and is on display at the Scottish Museum of Flight at East Fortune, East Lothian. Anyway, K4232 was built by Avro in Manchester as one of ten Avro 671s, in February 1934. One of nine delivered to the RAF School of Army-Co-operation at Old Sarum, Wilts, the aircraft arrived without operating and maintenance manuals and so, in keeping with legislation, were placed into storage at Hanworth and Hamble. Pilot training begun on the type in September and there K4232 stayed for two years until February 1936 when it was sent to 2 Army Co-operation Sqn at RAF Hawkinge, which was equipped with Hawker Audax aircraft at the time. In August it was sent to the Aeroplane and Armaments Experimental Establishment at Martlesham Heath for type trials. By this time, the establishment had operated examples of autogyros since 1932 and the first Rota, K4230 had arrived a year previously, during which suspicions arose about the rigidity of the type's rotor blades. K4232 remained at Martlesham until October 1937, when it was sent back to Old Sarum. In 1938 the RAF's small fleet of C.30s was withdrawn from flying duties and delivered to 26 MU at Cowley, K4232 having flown 88 hours. All but four were sold to civilian operators, but K4232 remained in store and was struck off charge on 6 March 1939. At some time it was delivered to RAF Cardington, Bedfordshire, where in May, on the eve of war, it and two other C.30As, K4233 and K4235 and spares were sold to vintage aircraft collector Richard Shuttleworth and delivered to nearby Old Warden Airfield, the aircraft having been offered on the civil market for £100 each, which was a lot back then. Its stay at Old Warden was destined to be brief, as within a few months, the Air Ministry wanted the autogyros back and they were requisitioned, as opposed to being impressed into service, for the sum of £60 under the Compensation (Defence) Act, which was duly paid to Shuttleworth for each aircraft.

RAFM 130

On 1 July 1940, K4232 went to No.5 Radio Maintenance Unit at RAF Duxford, not all that far from Old Warden, to do what exactly I'm not sure, but the unit was renamed No.5 Repair and Servicing Section in September that year. In February 1941, the aircraft, along with other ex-RAF and civilian C.30As took on a more purposeful role at Duxford, as they were transferred, on paper at least to the Calibration Flight, No.74 (Signals) Wing. This saw the aircraft act as low and slow flying targets for the Chain Home radar sites dotted around the country, operating from airfields near where the massive aerials were located. During this work, fighter coverage was provided, with Hawker Hurricanes and often Gloster Gladiators and Blackburn Skuas in case of enemy intervention. In this time, each aircraft operating with its assigned radar station had a nominal team of a pilot, an airframe fitter and rigger for maintenance support at the nearest aerodrome. In March 1942, the unit, now known as 1448 (Radar Calibration) Flight moved to RAF Halton, where it remained for the next year until August 1944. In that time, K4232 suffered an accident that required major off site repair, and its unit became a fully fledged RAF squadron, No.529 Sqn equipped with 13 C.30As, 12 de Havilland Hornet Moths and one Tiger Moth. On 15 May 1945, with hostilities in Europe over, the autogyros and aeroplanes flew in a beeline to Kemble, where they were placed in storage, C.30A HM580 making the last ever RAF autogyro flight. This aircraft is on public display at the IWM Duxford, from where it served during the war. Meanwhile, in 1946, Cierva's original autogyro company at Southampton bought five former 529 Sqn C.30As of the 15 that had been stored at Kemble since the war's end and in July, K4232 was sold to Swedish entrepreneur and autogyro pilot Rolf van Bahrs' for his firm Helikopterflyg, a long time autogyro operator, and was registered as SE-AZB. Van Bahrs' operation had seven autogyros at the time, three of them ex-RAF machines. Consequently they served active careers in Sweden but their exact activities are not widely publicised, at least not in English. In 1977, after ten years at Linkoping with airframe manufacturer SAAB, the RAF Museum got wind of K4232's existence and negotiated its return to the UK, being bought for US $15,000. A year later, in June 1978 the aircraft arrived at the RAFM Store at Cardington for restoration, being placed on display at Hendon in 1981. Fast forward to 1996 and an agreement was made with the Juan de la Cierva Foundation in Spain for K4232 to go to Spain for a one-year loan period to act as a pattern for an accurate reproduction to be built by the Ejercito del Aire. Collected by Spanish air force C-130 from RAF Northolt, in Spain it was dismantled and carefully measured for the construction of an exact flying reproduction. This is on display at the excellent Museo del Aire at Quatro Vientos, Madrid. Following this temporary sojourn to sunnier climes, K4232 was returned to the UK and and arrived back at Hendon in January 1998.

RAFM 134

The final aircraft for today is the Sikorsky R-4B Hoverfly Mk.I KL110. We have seen the first rotorcraft operated by the RAF, now we will examine the first helicopter. Developed from the groundbreaking experimental Vought Sikorsky VS-300 designed by Igor Sikorski, the XR-4 owes much to its predecessor, which set the precedent for helicopter configuration with its powered single main rotor counter torqued by a small tail rotor perpendicular to the direction of flight and powered by a drive shaft from the transmission gearbox. A total of 100 R-4Bs were built for the US armed forces and Coast Guard, with 45 of those going to the RAF through Lend Lease, KL110 was completed in December 1944 and delivered to the UK in February 1945, with the type being taken on RAF charge en-route in January while still in transit out in the Atlantic. Assembled by No.7 Aircraft Assembly Unit at Hooton Park, KL110 had its first flight on the 27th of that month. A few days later it promptly went into storage at Hawarden until reactivation on 25 October, when it arrived at RAF Andover as a part of 43 MU, which incorporated the Helicopter Training Flight, equipped with nine Hoverflies for army pilot training. A total of 29 army pilots were trained on the type before the flight was disbanded in January 1946, KL110 being transferred to the Transport Command Development Unit (TCDU) at RAF Brize Norton and arriving there on 6 February. It remained at Brize for the next year until being temporarily detached to the Airborne Forces Experimental Establishment at Beaulieu Airfield, in July 1947 for a month to aid in training the King's Flight pilots. Later in August, it was transferred to the King's Flight at RAF Dyce, Aberdeen, where it took up the peculiar but seemingly necessary duty of mail delivery vehicle between Dyce and the King's Scottish residence at Balmoral Castle. This lasted for a month, before being sent back to the TCDU at Brize. For five months from December 1947 to May 1948, KL110 ended up in storage with 29 MU at RAF High Ercall for some reason, before returning to the King's Flight and becoming the Royal Mail delivery aircraft between Dyce and Balmoral again in July. It remained in this role until October, when it was returned to RAF Benson.

RAFM 135

Described as difficult to fly, the R-4B suffered excessive vibration, which the design of its rotor blades did not help. Constructed of a central steel spar as its core, wooden ribs formed the aerodynamic profile of the rotors, which were covered in fabric. Following the end of its mail run, KL110 and the remaining Hoverflies were stood down from RAF service in January 1949, after which the former was inducted into Royal Navy service with 705 Sqn at RNAS Gosport. Serving with the navy until struck off charge on 26 May 1951, KL110 was disposed of to the College of Aeronautics at Cranfield, along with the fuselage and sundry items from Hoverfly Mk.I KK995, which had suffered an accident in May 1948 but had not been repaired and was struck off charge later that year. At Cranfield, KL110 joined a motley collection of aircraft, which included a Messerschmitt Me 163, a Junkers Ju 188 and an example of its German helicopter counterpart the Flettner Fl 282 Kolibri and assorted other aeronautical oddities, which were assembled under what became known as The Library of Flight. With the disbandment of the Library of Flight, many of the aircraft were scrapped, although a few survived, including the Fl 282, which is at the Midland Air Museum at Coventry Airport and the Me 163, which is at the Scottish Museum of Flight. KL110 was one of the lucky ones and was disposed of in May 1966 to the MoD, which was collecting airframes for its RAF Museum collection at RAF Henlow. Sent to 71 MU at RAF Bicester in 1968, KL110 was refurbished and given the identity of KK995 for static display purposes. Apparently, elements of the aircraft's fabric outer covering and componentry had been interchanged with KL110 whilst it was at Cranfield, which led Jack Bruce, the researcher for the forthcoming RAF Museum and later the author of dozens of Windsock Publications' monographs on Great War aircraft, to believing it was indeed KK995. Its original identity was later confirmed by former Cranfield staff, who subsequently identified that the remains of KK995 had been scrapped. For the next two years KL110 moved about a few different RAF bases, before finding its way to Hendon in 1970, from where it was moved into the RAF Museum for its official opening in 1972. In 2003 it was suspended from the ceiling of the newly opened Milestones of Flight building, where it remained until the museum's closure and refurbishment in 2012, when it was taken down and placed in the historic hangars. It is still decorated as KK955.

RAFM 137

More choppahs to come next time. Finally finished, this post has taken me three days to complete! See y'all soon.
 
Last edited:
Ok then, a little more from Hendon for this month.

Our next aircraft is an oddity within the collection that is no longer on display at Hendon, but is worth recounting because it was for quite some time, despite being an awkward fit, in my opinion. This is EH Industries EH.101 G-OIOI, the eighth prototype of nine pre-production examples of the now AgustaWestland (without a space) AW.101 helicopter. Designed as a replacement for the Westland Sea King in RAF service, the EH.101's origins date back to cancelled Westland projects and the first of which, PP.1 first flew in October 1987. This example, PP.8 emerged as the Series 300 Heliliner civil passenger aircraft and first took to the air at Westland's Yeovil plant on 24 April 1990. An impressive helicopter in the flesh, the aircraft, colorfully decorated made an appearance at the Farnborough Airshow in September 1990, its public debut in an attempt to secure orders. Meanwhile, as a test aircraft it was employed in trials in navaid avionics, such as ADF, UHF and DME, as well as the aircraft's Automatic Flight Control Systems. A year later it made another public display at Heli-Tech '91 at Redhill. Two years later flight testing was stopped following the loss of the Italian prototype, serial PP.2 on 26 November 1987 following a rotor brake failure. Whilst under testing it received the military serial ZJ116 but I'm not sure it ever wore it. It is not visible on the airframe today. Over the next few years its trial schedule took it to Italy and Aberdeen Airport, the former RAF Dyce for reliability trials. Aberdeen Airport is home to Bristow Helicopters and its fleet of big choppers that provide support to the North Sea oil platforms, and in 2000 it was seconded to British International Helicopters, which is owned by the Bristow Group and operates aircraft from Newquay Airport in Cornwall, Coventry Airport and RAF Mount Pleasant in the Falkland Islands. While with BHI, the aircraft was intended on providing a helicopter service between Cardiff and Heathrow, but this did not come to fruition. Unfortunately for Westland, this effort did not translate into an order for the type. A year later, in October 2001 it made its last flight as its flying hours were running out. Almost exactly a year later, the non-flying airframe was taken on loading trials at RAF Brize Norton for the RAF and USAF to measure the type's interoperability with the C-17 Globemaster III, with preparation for loading taking around two hours, although it took only 15 minutes to load onto a C-17. By the end of the month the aircraft had been disposed of by Westland to the RAF Museum and it arrived at Hendon in November 2002, after an intensive but brief flying career - and a failed attempt at a civil passenger helicopter. Earlier this year it was dismantled and travelled by road to the Helicopter Museum at Weston-Super Mare, which is a more fitting place for it.

RAFM 139

Next, a more humdrum type, which has proven a worthy workhorse within the British military, the Westland Gazelle, this one is an HT.3, serial XW855. Now, to describe the history of this aircraft I'm going to use the RAF Museum's own text lifted from its website, since I don't have any information in greater detail, so, to quote;

"Built 1973 by Westland Helicopters Ltd of Weston-Super Mare in Somerset as a Gazelle HT Mk3, this aircraft is one of 32 Gazelles delivered to the Royal Air Force. Others served with the Army Air Corps and Fleet Air Arm. Originally used as a helicopter pilot trainer at RAF Ternhill in Shropshire, XW855 moved to No.32 Squadron at RAF Northolt in Greater London in 1976, where it was used as a short-range light communications/fast VIP transport, following modification to HCC4 VIP transport standard. The aircraft's final flight was 2 April 1996, after a total flying time of 3958 hours. Stored, latterly at RAF Shawbury in Salop and moved by road to RAF Museum Hendon in April 2003." From here: Westland Gazelle HT3 - RAF Museum

Thanks, DoRIS curators.

RAFM 140

Our unassuming little Gazelle sits almost overlooked at the very end of the gallery, before visitors enter the next section and are confronted with one of the most impressive aircraft in the RAFM collection, the sole surviving complete Supermarine Stranraer flying boat. In case you might be wondering what a Stranraer is, it's a harbour town on Scotland's west coast, from where you catch the ferry to Northern Ireland. This big flying boat evokes a more innocent era before the war, when biplane flying boats plowed the ocean skies before the thunderclouds of war began gathering, although the type entered RAF service in 1937, and was still frontline equipment when Britain went to war two years later. This particular machine was licence-built by Canadian Vickers at St Hubert, Montreal in Quebec as one of 40 built for the RCAF. Collected by the RCAF in November 1940, this particular aircraft, wearing Serial No.920 was one of three taken on strength of RCAF's Eastern Air Command in October and November. Intriguingly, the aircraft was sent to Dartmouth, Nova Scotia by train, to serve with No.5 (Bomber Reconnaissance) Sqn a few days before Christmas 1940. Following its acceptance flight on 11 January 1941, the aircraft spent the next nine months engaged in long ranging sea patrols, until the Eastern Air Command replaced its Stranraers with the decidedly more modern looking Catalina Mk.Is of which later RCAF examples were named Cansos after the Newfoundland town, in September. A month later 920 crossed Canada's vast expanse to Vancouver, British Columbia with Western Air Command, serving with No.13 Operational Training Squadron. Following a major overhaul with Boeing Canada in January 1942 the aircraft spent the next six months in a training role, until transferred to an operational squadron again, No.7 (BR) Sqn. which saw it fly more seagoing patrols, this time off the country's west coast from July 1942 until April 1944. That month, the aircraft was withdrawn from frontline service again and placed in reserve with No.3 Repair Depot. A month later it was sold to the Labrador Mining and Exploration Company Ltd, receiving the civil registration CF-BXO, which it held for the rest of its flying career. To display the aircraft inside the Hendon hangars, it sits on its beaching undercarriage axles, as with the wheels fitted it's too high for the ceiling. note the Coventry Ordnance Works gun designed for shooting submarines from patrol aircraft.

RAFM 141

'BXO was the first Stranraer that was converted for civilian operations and was flown under contract to mining firm Hollinger Mines by Canadian Pacific Air Lines operating from Lac-Rapide (Rapid Lake), Quebec. Over the next two years it ferried personnel and materials around the various bodies of water in that part of the country, during which time it suffered a few scrapes, losing a wing float at one stage and scraping its hull on submerged rocks after a forced landing following an engine failure in flight. In April 1947 the provincial airline Queen Charlotte Airlines Ltd (QCA) based in Vancouver bought the aircraft, in which role it was used as a flying bus to remote settlements along the west coast, between 1947 and 1952. Started in 1946 by Ashton James "Jim" Spilsbury, a colourful local businessman, QCA held a motley assortment of different aircraft types, which included Avro Ansons, de Havilland Dragon Rapides, DC-3s, Grumman Geese, Noorduyn Norsemen and Stranraers, and was known as Queer Collection of Aircraft! Within three years it was Canada's third largest airline. One of five 'Strannies' or 'Strainers' to fly with QCA, the type was known as the 'ninety mile an hour plane' because it took off, climbed, cruised and landed at the same speed taking around 90 metres to get airborne on its take-off run. In 1952 Boxo, as the aircraft was known by QCA staff was withdrawn from service, although records show it continued flying following its withdrawal on charter flights, although not as frequently as it had when officially in service. Sometime in 1953 it suffered a scrape during taxiing in shallow water and was hauled ashore, its engines were removed, and it sat forlornly outside at Sea Island Airport. Two years later, QCA was bought by Pacific Western Airlines and 'BXO and Stranraer 'BYM went into their new owner's colours. Nose and tail, note the double cargo doors, an addition from its extensive civil career in Canada.

RAFM 142

RAFM 143

Three years later, the aircraft was bought by Stranraer Aerial Enterprises Ltd and was to be converted into a water bomber, but its condition was so poor that the Canadian civil aviation authorities demanded it undergo overhaul before it flew again, and it was partially dismantled, and its wings removed. A lifeline of sorts came from Aerovive Ltd, who towed the aircraft on its beaching gear to Abbotsford Airport, where it underwent an extensive overhaul into flying condition making its first flight on 10 June 1962 from Abbottsford's runway using a specially converted gear to enable the flying boat, without wheels of its own to do this. It wasn't long before it was out of the water again, having hit submerged rocks again in September, but following repair resumed cargo and personnel flights around the west of the country. Over the next five years it ploughed its trade as an air ferry, before its Certificate of Airworthiness expired and it was advertised for sale. Bought by television personality Bob Fortune of Fortune Films Ltd with the intent of making a film about the Stranny in Canada for the Canadian Broadcasting Corporation, it wound up at Abbottsford Airport deteriorating outdoors again. In 1970, Fortune sold the aircraft to the RAF for its museum collection and in August that year it was flown to the UK aboard two Short Belfasts, from where it was delivered to RAF Henlow, to join other airframes to go into the museum. In late 1971 following restoration, the aircraft was taken by road to Hendon, its adventurous existence finally over, but its future finally secure. The bird cage in front is an Armstrong Whitworth manually operated turret, usually armed with a single Vickers K gun.

RAFM 144

Our final aircraft for this post is a warbird type that is receiving a bit of attention on the forum at present, the RAF Museum's Lockheed Hudson Mk.IIIa A16-199. Built by Lockheed at Burbank, California in late 1941 to a British contract for 300 aircraft to be delivered to the RAF, RAAF and RNZAF, the aircraft received the RAF serial FH174 and the US serial of 41-36975. On completion In February 1942, it was sent to Australia by sea, arriving in Melbourne at the end of March, where it was loaded aboard trucks and sent to RAAF Laverton where it was readied for service by No.1 Aircraft Depot, which was responsible for inducting new types into RAAF service during this period of rapid growth following the outbreak of war with Japan. After assembly and testing it was allocated to No.13 Sqn and was sent north to Hughes Airfield, near Noonamah in the Northern Territory, not far from Darwin. It is recorded as not serviceably until late July. Whilst at Hughes, the aircraft flew combat operations as the unit had been engaged against Japanese forces in what is now Indonesia, from late December 1941 onwards. Patrols lasted several hours and on 4 October '199 was on a patrol that was airborne for seven hours. On 25 September, the aircraft spotted the Royal Australian Navy destroyer HMAS Voyager, which had run aground whilst delivering troops to Timor and had been subject to Japanese air attacks. While circling the ship, its anti-aircraft gunners opened fire, but no hits were scored on the Hudson. The ship was later abandoned owing to damage caused by Japanese bombers. After an active ten months combat operations, '199 was transferred to 2 Sqn, as 13 Sqn relocated to Canberra and relinquished its Hudsons for Beauforts. With 2 Sqn the raids continued, maritime patrols and armed reconnaissance and strike against enemy shipping and land positions, the effectiveness warranting recognition from none other than Doglas MacArthur, who cited the unit and '199's first squadron, No.13 Sqn for "Outstanding performance of duty in action during the period April 18th, 1942, to August 25th, 1942." In April 1944, A16-199 was the last Hudson with 2 Sqn as the unit also retired the type for the Bristol Beaufort. This ended '199's combat career and it was transferred to No.3 Communications Unit for radio work. By Nov 1945, with the war over, '199 was stored with No.2 AD at RAAF Richmond, north of Sydney. In the following July it was offered for disposal, one of nearly fifty ex-RAAF Hudsons sold for civil use. On display at Hendon with appropriate nose art, note the Boulton Paul turret on the other side of the aircraft's nose. This is possibly the turret that was exchanged for a Bristol fighter fuselage that ended up in New Zealand with Peter Jackson.

RAFM 145

In September 1947 the aircraft was sold to the McQuarrie Grove Flying School at Camden, New South Wales for the sum of £150 pounds, a bargain since the original price offered by the disposal agents was £500 (!) Three years later '199 went to John Fairfax and Sons media company, which still survives today as Fairfax Media, as VH-SMM, which, along with other ex-RAAF Hudsons was used to air drop newspapers in remote settlements as a means of rapid delivery. While with Fairfax, the aircraft received P&W R-1830 Twin Wasps to conform with the rest of the Fairfax fleet. In 1953 it was withdrawn and waited almost a year before it was put into the air again, this time with Adastra Airways Ltd, which was owned by Fairfax as an aerial survey aircraft. In the 1960s Adastra operated a number of Hudsons for this work, including VH-KOY (A16-112) that flies with the Temora Aviation Museum and the Hudsons that are now with the Australian War Memorial in Canberra, although one of these, A16-122 is on display inside the passenger terminal at Canberra Airport. For a short period, '199 was employed with East West Airlines Ltd, a scheduled passenger carrier, for survey work in 1957. At this time, it was based at Mascot in Sydney and received the registration VH-AGJ in 1966. In 1973 Adastra disposed of its Hudsons and 'AGJ was sold to a Mr Morris Whittingham who acted as an agent for Scottish entrepreneur William Roberts, who was gathering together a collection of vintage aircraft in remote Auchterarder, Perth and Kinross-shire, Scotland. This was the Strathallan Collection, which was one of the early flying warbird collections in the UK.

Costing A$17,930, remarkably, the Hudson was flown to the UK from Australia, after air tests, which was its last flight. Flying the aircraft was Lionel van Praag, this rather epic journey went from Mascot to Charleville, Mount Isa and Darwin for an overnight stop, then Kupang (formerly known as Koepang, which whilst in Japanese hands it had, with 13 and 2 Sqns dropped considerable ordnance on) and Surabaya, Indonesia, Singapore, Bangkok, then Calcutta and Delhi. Continuing on to Karachi, Dubai and Bahrein, then Damascus, Athens, Rome, Marseilles, finally arriving at Gatwick, before setting off for Prestwick then Auchterarder. The aircraft covered 12,000 miles over 73 flying hours, the airframe having logged a total of 8,494.45 flying hours in its career. Not flying while with Strathallan, two years after arrival it was painted in 13 Sqn, RAAF markings, but its non-military interior, equipped with passenger seats was not altered. All good things come to an end, and Strathallan wound up because of the rising costs of operating vintage aircraft - the collection had swelled to including a Lysander, Spitfires, Hurricane, Lancaster, Shackleton, the Hudson and various other types undergoing restoration at the time that still survive today, including a Fairey Battle and Fairchild Bolingbroke. The flying Blenheim at Duxford has Boli components acquired during the Strathallan auction. This took place in July 1981 and the RAFM successfully tendered for the aircraft at a price of £16,000. Dismantled and moved by a team from RAF Abingdon, the aircraft was first moved to St Athan in Wales, where repainting of the wings and touch-ups was done before being delivered by road to Hendon in 1981.

RAFM 146

Next, love is a pair of Bristols...
 
Last edited:
You must log in or register to reply here.

Users who are viewing this thread

Total: 1 (members: 0, guests: 1)

Similar threads

Moorabbin Air Museum
Replies
9
Views
422
Wurger
Dakota Territory Air Museum
2 3
Replies
43
Views
2K
Gnomey
F
Tupolev 2 - War Eagles Air Museum
Replies
17
Views
1K
Wurger
New England Air Museum
Replies
9
Views
1K
T Bolt
Mid Atlantic Air Museum WW2 Weekend Pictures
3 4 5
Replies
91
Views
5K
Gnomey
Menu
Log in
Register